CFD thermal comfort analysis method based on PLC 200 temperature acquisition system

Abstract

The present application relates to the field of automobile air conditioner, specifically to the heating thermal comfort analysis method of automobile air conditioner, particularly to the PLC200 temperature collection and analysis method of two thermal comfort evaluation indexes of PMV-PPD and EQT, the present application provides a kind of with the thermal flow field in vehicle with PLC200 data collection and with Star-CCM+ output data comparison, calculate average vote prediction (PMV), predict unsatisfied degree (PPD) and equivalent temperature (EQT). From the heating effect of automobile air conditioner in passenger cabin, the distribution of thermal-humid flow field in cabin, the uniformity of thermal flow field and human thermal comfort, these several angles are analyzed, and the improvement direction of automobile air conditioner, reduce power consumption, improve the positive role of cruising range.

Description

Technical Field

[0001] This invention relates to the field of automotive air conditioning, and more specifically to a method for analyzing the heating comfort of automotive air conditioning systems. Background Technology

[0002] Cars use air conditioning to regulate the thermal environment inside the passenger compartment. The air conditioning system regulates the heat flow field within the cabin, improving human thermal comfort and providing defrosting and defogging functions for the windshield and windows, greatly enhancing driving safety. By rationally controlling the air outlet temperature, it can reduce energy consumption and increase driving range while ensuring human thermal comfort. Currently, there is no publicly available method for rapidly analyzing passenger thermal comfort using two evaluation indicators: PMV-PPD and EQT, based on a combination of experiments and simulations. Summary of the Invention

[0003] The purpose of this invention is to provide a CFD thermal comfort analysis method based on a PLC200 temperature acquisition system, which numerically simulates the thermal comfort of occupants in the cabin and analyzes it from four perspectives: the heating effect of the car air conditioner in the occupant cabin, the distribution of the thermal-humidity flow field in the cabin, the uniformity of the thermal flow field, and the thermal comfort of the human body, thereby evaluating the thermal flow field environment in the cabin.

[0004] To achieve the above objectives, one embodiment of the present invention provides a CFD thermal comfort analysis method based on a PLC200 temperature acquisition system, including a temperature detection network, a PLC200 automatic control host, a signal transmission network, and a new energy vehicle cabin air conditioning system. The temperature detection network includes a first four-pin aviation male connector, a second four-pin aviation male connector, a third four-pin aviation male connector, a fourth four-pin aviation male connector, a fifth four-pin aviation male connector, a sixth four-pin aviation male connector, a seventh four-pin aviation male connector, an eighth four-pin aviation male connector, a ninth four-pin aviation male connector, a fourteenth four-pin aviation male connector, an eleventh four-pin aviation male connector, a twelfth four-pin aviation male connector, a thirteenth four-pin aviation male connector, a fourteenth four-pin aviation male connector, a fourth four-pin aviation male connector, a sixteenth four-pin aviation male connector, a seventeenth four-pin aviation male connector, an eighteenth four-pin aviation male connector, a nineteenth four-pin aviation male connector, and a twenty-fourth four-pin aviation male connector. The PLC200 automatic control host includes a first air circuit breaker, a first rail-mounted switching power supply, a first PLC200 central processing unit, a first PLC200 RTD analog input module, a second PLC200 RTD analog input module, a third PLC200 RTD analog input module, a fourth PLC200 RTD analog input module, and a fifth PLC200 RTD analog input module; a first automatic control host multi-signal power meter, a second automatic control host multi-signal power meter, a first industrial touch screen, a first fan, a second fan, a first rail, and a second rail; The signal transmission network includes a first PLC200 industrial Ethernet communication module, a first 8-pin RJ45 cable, a first I / O expansion cable, and a first small portable gateway. The first four-pin aviation male connector, second four-pin aviation male connector, third four-pin aviation male connector, fourth four-pin aviation male connector, fifth four-pin aviation male connector, sixth four-pin aviation male connector, seventh four-pin aviation male connector, eighth four-pin aviation male connector, ninth four-pin aviation male connector, fourteenth four-pin aviation male connector, eleventh four-pin aviation male connector, and twelfth four-pin aviation male connector are located on the upper part of the C-side of the PLC200 automatic control host. The thirteenth four-pin aviation male connector, fourteenth four-pin aviation male connector, fifteenth four-pin aviation male connector, sixteenth four-pin aviation male connector, seventeenth four-pin aviation male connector, eighteenth four-pin aviation male connector, nineteenth four-pin aviation male connector, and twenty-fourth four-pin aviation male connector are located on the lower part of the C-side of the PLC200 automatic control host, and four five-pin aviation male connector interfaces are reserved for easy expansion. Different types and resistance values ​​of RTD sensors, such as PT100 and PT1000, can be used with aviation female connectors to meet different accuracy requirements. A total of 24 aviation male plugs are arranged in two rows in a cross pattern. The center of the plugs in the horizontal row is 3cm apart, and the center of the plugs in the vertical row is 3cm apart, with an angle of 60°. The first air circuit breaker, the first rail-mounted switching power supply, and the first PLC200 central processing unit are positioned on the left side of the first rail of the automatic control host. The first, second, third, fourth, and fifth PLC200 RTD analog input modules are positioned on the second rail of the automatic control host; the rails are 38cm long and 3.5cm wide, with a distance of 15cm between the first and second rails, and a spacing of at least 0.5cm between the modules to prevent heat accumulation and allow for airflow.

[0005] The first automatic control host multi-signal power meter, the second automatic control host multi-signal power meter, and the first industrial touch screen are arranged on the A side of the automatic control host. The two multi-function power meters are evenly distributed on the upper part, and the industrial touch screen is located on the lower part.

[0006] The first and second fans feature a perforated design, located on the B side of the automatic control unit, and exhaust air inwards. They also employ circular grilles to prevent large particles from entering the enclosure and causing damage. The process of CFD thermal comfort analysis based on the PLC200 temperature acquisition system is as follows: 1) Use CATIA 3D modeling software to draw 3D models of different new energy vehicle passenger compartments and output them as Cabin.stp files; 2) Import the Cabin.stp file into HyperMesh. Segment, select, and rename the faces involved in the boundary conditions. Divide the solid into air vents and return vents. Divide into Door, Cabin, Windows, Seats, Inlet, and Outlet. Import the dummy model into HyperMesh. Segment the human body into sections: Head, Body, Arm, Leg, Hands, and Feet. Assemble the dummy model by adjusting its pose and size to ensure it is properly positioned on the seat. 3) Use the built-in Mesh function of HyperMesh to draw the surface mesh of the model and export the Model.bdf file; 4) Import the Model.bdf file into Star-CCM+ to enter the numerical simulation calculation interface. Adjust the equations, materials, boundary conditions, algorithms, and file saving format according to the calculation requirements of the model. After the adjustment is completed, perform the calculation. 5) Set up the calculation report, select and set the observation points and observation surfaces, and output the dry-bulb temperature of the crew cabin, the average radiation temperature of the crew cabin, the temperature of different segments of the human body, the relative humidity of the flow field, and the flow velocity of the observation surface in the flow field. 6) Edit the field function, use the data obtained from the report to calculate the average vote prediction (PMV), predicted percentage of dissatisfaction (PPD), and equivalent temperature (EQT), and analyze the differences in four aspects: the heating effect of the car air conditioning in the passenger compartment, the distribution of the heat-humidity flow field in the cabin, the uniformity of the heat flow field, and the thermal comfort of the human body.

[0007] Preferably, the numerical simulation software used in this method is Star-CCM+.

[0008] Optionally, CATIA and AutoCAD drawing software can be used to draw the 3D model.

[0009] Preferably, when setting up the human model in the numerical simulation calculation interface, the Fiala human model layering method should be used.

[0010] Preferably, when selecting a model for numerical simulation, the TCM module in Star-CCM+ is invoked.

[0011] Preferably, a temperature detection network is arranged inside the physical vehicle compartment to record and analyze the trend of flow field changes.

[0012] Preferably, the actual vehicle cabin is compared with the 3D model to verify the credibility of the output data.

[0013] Preferably, the Star-CCM+ animation module is invoked to clearly observe the changing trends of the thermal-humidity flow field inside the cabin.

[0014] This invention relates to the field of automotive air conditioning, specifically to a method for analyzing the thermal comfort of automotive air conditioning heating, and particularly to a PLC200 temperature acquisition and analysis method using two thermal comfort evaluation indicators: PMV-PPD and EQT. This invention provides a method for collecting in-vehicle thermal flow field data using PLC200 and comparing it with Star-CCM+ output data to calculate the average vote prediction (PMV), the percentage of predicted dissatisfaction (PPD), and the equivalent temperature (EQT). Analyzing the heating effect of the automotive air conditioning in the passenger compartment, the distribution of the thermal and humid flow field within the cabin, the uniformity of the thermal flow field, and human thermal comfort, this invention plays a positive role in improving automotive air conditioning, reducing power consumption, and increasing driving range. Attached Figure Description

[0015] Figure 1 The temperature detection network of this invention, based on the CFD thermal comfort analysis method of a PLC200 temperature acquisition system, is located on the C-side of the PLC200 automatic control host and includes: 1.1-first four-pin aviation male connector, 1.2-second four-pin aviation male connector, 1.3-third four-pin aviation male connector, 1.4-fourth four-pin aviation male connector, 1.5-fifth four-pin aviation male connector, 1.6-sixth four-pin aviation male connector, 1.7-seventh four-pin aviation male connector, 1.8-eighth four-pin aviation male connector, and 1.9-ninth four-pin aviation male connector. Male plug, 1.10-14th pin aviation male plug, 1.11-11th pin aviation male plug, 1.12-12th pin aviation male plug, 1.13-13th pin aviation male plug, 1.14-14th pin aviation male plug, 1.15-15th pin aviation male plug, 1.16-16th pin aviation male plug, 1.17-17th pin aviation male plug, 1.18-18th pin aviation male plug, 1.19-19th pin aviation male plug and 1.20-24th pin aviation male plug.

[0016] Figure 2 The PLC200 automatic control host of the present invention, which is based on the CFD thermal comfort analysis method of the PLC200 temperature acquisition system, includes 2.1-first air circuit breaker, 2.2-second rail switching power supply, 2.3-first PLC200 central processing unit, 2.4-first PLC200 RTD analog input module, 2.5-second PLC200 RTD analog input module, 2.6-third PLC200 RTD analog input module, 2.7-fourth PLC200 RTD analog input module, 2.8-fifth PLC200 RTD analog input module, 2.14-first rail and 2.15-second rail.

[0017] Figure 3The PLC200 automatic control host A side of the present invention, which is based on the CFD thermal comfort analysis method of the PLC200 temperature acquisition system, includes 2.9-first automatic control host multi-function power meter, 2.10 second automatic control host multi-function power meter and 2.11-first industrial touch screen.

[0018] Figure 4 The B-side of the PLC200 automatic control host based on the CFD thermal comfort analysis method of the PLC200 temperature acquisition system of the present invention includes 2.12-first fan and 2.13-second fan.

[0019] Figure 5 The signal transmission network for the CFD thermal comfort analysis method based on the PLC200 temperature acquisition system of this invention includes 3.1-first industrial Ethernet communication module, 3.2-first 8-pin RJ45 cable, 3.3-first I / O expansion cable and 3.4-first small portable gateway.

[0020] Figure 6 This is a schematic diagram of the temperature measurement point locations for the CFD thermal comfort analysis method based on the PLC200 temperature acquisition system of this invention.

[0021] Figure 7 The experimental and simulated PMV line graphs are presented for the CFD thermal comfort analysis method based on the PLC200 temperature acquisition system.

[0022] Figure 8 The PMV and PPD values ​​are obtained under different temperature and relative humidity conditions using the CFD thermal comfort analysis method based on the PLC200 temperature acquisition system.

[0023] Figure 9 This is a line graph showing the equivalent temperature calculation results based on the CFD thermal comfort analysis method using a PLC200 temperature acquisition system. Detailed Implementation

[0024] The embodiments of the present invention will now be described in detail with reference to the accompanying drawings and specific examples.

[0025] The actual vehicle used in this implementation is a SAIC Volkswagen SUV plug-in hybrid flagship version, with dimensions of 4.733 × 1.859 × 1.674 m. There are four air vents: a left vent, a central left vent, a central right vent, and a right vent. There are two foot vents: one for the driver's side and one for the passenger's side. The recirculating air vent is located at the passenger's foot area. It is an irregular quadrilateral, which, after measurement, can be equivalent to a 15 × 6 cm rectangle. The vent temperature is set to 26℃, and the air velocity is 2.5 m / s. Temperature data was collected from a single driver and the interior of the vehicle at a total of 20 points, arranged as shown in the figure. Figure 1The temperature detection network of this invention, based on the CFD thermal comfort analysis method of the PLC200 temperature acquisition system, is located on the C-side of the PLC200 automatic control host. It includes 1.1-first four-pin aviation male connector, 1.2-second four-pin aviation male connector, 1.3-third four-pin aviation male connector, 1.4-fourth four-pin aviation male connector, 1.5-fifth four-pin aviation male connector, 1.6-sixth four-pin aviation male connector, 1.7-seventh four-pin aviation male connector, 1.8-eighth four-pin aviation male connector, 1.9-ninth four-pin aviation male connector, 1.10-fourteenth four-pin aviation male connector, 1.11-eleventh four-pin aviation male connector, and 1.12-twelfth four-pin aviation male connector, which are located on the upper part of the C-side of the PLC200 automatic control host. The following four aviation male connectors are located on the lower part of the C-side of the PLC200 automatic control host: 1.13 (thirteenth and fourteenth pins), 1.14 (fourteenth and fourteenth pins), 1.15 (fifteenth and fifteenth pins), 1.16 (sixteenth and sixteenth pins), 1.17 (seventeenth and seventeenth pins), 1.18 (eighteenth and eighteenth pins), 1.19 (nineteenth and eighteenth pins), and 1.20 (twenty-fourth pin). Four additional five-pin aviation male connectors are also provided for future expansion. A total of 24 aviation male connectors are arranged in two rows in a crisscross pattern, with the centers of the horizontal rows 3cm apart and the centers of the vertical rows 3cm apart, at a 60° angle.

[0026] like Figure 2 As shown, the PLC200 automatic control host of this invention, based on the CFD thermal comfort analysis method of the PLC200 temperature acquisition system, includes: 2.1-first air circuit breaker; 2.2-second rail-mounted switching power supply; 2.3-first PLC200 central processing unit (located on the control host); 2.14-left side of the first rail; 2.4-first PLC200 RTD analog input module; 2.5-second PLC200 RTD analog input module; 2.6-third PLC200 RTD analog input module; 2.7-fourth PLC200 RTD analog input module; 2.8-fifth PLC200 RTD analog input module (located on the control host); 2.15-second rail. The rail is 38cm long and 3.5cm wide. The distance between the first rail (2.14) and the second rail (2.15) is 15cm. A spacing of at least 0.5cm is maintained between modules to prevent heat accumulation and allow for airflow.

[0027] like Figure 3As shown, the PLC200 automatic control host A-side of the present invention, based on the CFD thermal comfort analysis method of the PLC200 temperature acquisition system, includes 2.9-first automatic control host multi-function power meter, 2.10 second automatic control host multi-function power meter, and 2.11-first industrial touch screen. The power meters are all 10×5cm in size, with a spacing of 10cm. The first industrial touch screen is 20×15cm in size and is 10cm away from the power meters.

[0028] Figure 4 The B-side of the PLC200 automatic control host, based on the CFD thermal comfort analysis method of the PLC200 temperature acquisition system of this invention, includes 2.12-first fan and 2.13-second fan, which adopt a perforated design to exhaust air inward. The fan module is 17cm long and 6cm wide, with a circular grille with a radius of 4.5cm on the outer cover.

[0029] like Figure 5 As shown, the signal transmission network of the CFD thermal comfort analysis method based on the PLC200 temperature acquisition system of the present invention includes 3.1-first industrial Ethernet communication module, 3.2-first 8-pin RJ45 cable, 3.3-first I / O expansion cable and 3.4-first small portable gateway.

[0030] like Figure 6 As shown, the sensor measurement point locations of the CFD thermal comfort analysis method based on the PLC200 temperature acquisition system of this invention can collect human body temperature and vehicle cabin temperature, and the specific measurement point locations can be arranged differently for different application situations.

[0031] The specific operation procedure of the CFD thermal comfort analysis method based on the PLC200 temperature acquisition system is as follows: 1) The passenger compartment of the new energy vehicle was drawn using CATIA 3D modeling software and output as a Cabin.stp file; 2) Import the Cabin.stp file into HyperMesh. Segment, select, and rename the faces involved in the boundary conditions. Divide the solid into air vents and return vents. Divide into Door, Cabin, Windows, Seats, Inlet, and Outlet. Import the dummy model into HyperMesh. Segment the human body into sections: Head, Body, Arm, Leg, Hands, and Feet. Assemble the dummy model, adjusting its pose and size to ensure it is properly positioned on the seat. 3) Use the Mesh function built into HyperMesh to draw the face mesh of the model and export the Model.bdf file; 4) Import the Model.bdf file into Star-CCM+ to enter the numerical simulation calculation interface. In the Import Surface Options dialog box, select Create New Component from the Import Mode combo box. Click OK to accept the default import surface options. Right-click Geometry > Component > Model, and then select Assign Component to Region. In the Assign Component to Region dialog box, select Create Region for Each Component and Select Create Boundary for Each Component Surface. Right-click Geometry > Operation Node, and then select New > Auto Mesh. Select the following mesh generators in sequence: Cone Volume Mesh Generator - Polyhedral Mesh Generator, Optional Boundary Layer Mesh Generator - Prism Layer Mesh Generator. Edit Geometry > Operation > Auto Mesh > Default Control Node, set the base size to 5mm, and the total thickness of the prism layer to a relative base value of 10. Right-click Geometry > Operation Node, and select Execute All. For the Physical Continuum > Physics 1, select the following models in sequence: 3D, Steady, Gas, Separated Flow, Gradient, Multicomponent, Turbulent, Reynolds-meaned Navier-Stokes, K-Epsilon Turbulence, Precise Wall Distance, Realizable K-psilon Two-Layer Model, Two-Layer All y+ Wall Treatments, Separated Fluid Temperature, Thermal Comfort Model. Expand Region > Fluid > Boundary Nodes, using the multi-select method to select all boundaries from 1 - Head to 14 - Right Foot, and set the Physical Condition - Thermal Specification to Temperature. Use the same method to set the Cab Boundary Thermal Specification to Convection. Using the multi-select method, edit all boundary nodes from InletDashCentre to InletFeetRight as mass flow inlets and set the turbulence specification to Intensity + Length Scale. Set the outlet node to Pressure Outlet. Activate Thermal Comfort, specifying the primary physical characteristics for passengers on board. The TIM program uses passenger height to calculate the body mass distribution and surface area of ​​the vascular system. The height is set to 1.8m, and the clothing resistance is defined as thermal conductivity, set to 0.02 Km² / W. The metabolic rate is set by selecting the custom radio button, with a default value of 1.24, equivalent to inputting a scaling factor based on 58 W / m². Boundaries corresponding to each passenger's body parts are specified, along with their initial temperatures. Reference heat transfer coefficients for each convective boundary are specified: Windows - 7.9 W / m² K, Door - 44.5 W / m² K, Cabin - 44.5 W / m² K, Roof - 44.5 W / m² K, Console - 22.3 W / m² K. The inlet boundary settings define the inlet mass flow rate and temperature for the fluid conditions. An air inlet is selected, the temperature is set to 26℃, and the mass flow rate is entered as 0.001. 5) Create a scalar field: Edit Scene > Scalar Scene 1 > Display > Scalar 1 > Component Node. In the edit dialog box, expand Region > Cabin Node and select Volume Boundary. Select Scalar 1 > Scalar Field Node, set the function to Temperature, and the unit to °C. Right-click Derived Component - New Derived Component - Section, and create a new derived component - Point using the same method. Output the parameters of the observation point / surface through Calculators, and output the dry-bulb temperature of the crew compartment, the average radiant temperature of the crew compartment, the temperature of different segments of the human body, the relative humidity of the flow field, and the flow velocity of the observation surface in the flow field. 6) Edit the field function, use the data obtained from the report to calculate the average vote prediction (PMV), predicted percentage of dissatisfaction (PPD), and equivalent temperature (EQT), and analyze the differences in four aspects: the heating effect of the vehicle's air conditioning in the passenger compartment, the distribution of the thermal-humidity flow field in the cabin, the uniformity of the thermal flow field, and human thermal comfort. The formula for calculating the average vote prediction (PMV) is as follows:

[0032] In the formula, M represents the metabolic rate of the body surface; W represents the mechanical work done by the human body; H represents the convective and radiative heat loss from the body surface; and E represents the total heat loss. e - Heat loss through the skin and sweat; C res - Sensible heat loss during respiration; E res - Latent heat loss during respiration. The formula for calculating the percentage of dissatisfaction is:

[0033] Where i represents a segment of the human body, T eq,i T represents the equivalent temperature of the i-th segment. s,i v represents the surface temperature of the i-th segment. air，i S represents the air velocity around the i-th segment. i T represents the total surface area of ​​the i-th segment. a,i Let represent the air temperature surrounding the i-th segment, and σ represent the Stefan-Boltzmann constant, which is 5.67 × 10⁻⁶. -8 W / (㎡·K 4 ), ε i f represents the emissivity of the i-th segment. i,n T represents the angle coefficient of the i-th segment with respect to the surface of the component. i Q represents the convective heat transfer coefficient of the i-th segment as calibrated by the sensor under standard conditions. sol h represents the amount of solar radiation received by the human body. cal，i The convective heat transfer coefficient of the i-th segment is 8.7 W / (m²·K).

[0034] Numerical simulations show that after 30 minutes of warm-up time, the cabin temperature increases over time after the air conditioning is turned on. The warmer air is located in the area directly hit by the air conditioning vents; this airflow is obstructed by the car's roof and flows along the roof to warm the rear passenger area. Overall, the front passenger area is warmer than the rear passenger area. Vertically, the air temperature in the upper part of the car is higher than in the lower part, resulting in significant temperature differences between the front and rear head and foot areas. The areas near the dashboard and windshield are low-temperature zones.

[0035] In the TCM module, the human body model assumes that the head and hands are unclothed. Therefore, the calculated surface temperatures of the occupant's head and hands are their skin temperatures, while the temperatures of other parts are the surface temperatures of the corresponding clothing. During heating, the surface temperatures of the clothing of both front and rear occupants rise to varying degrees. The surface temperatures of the torso, upper arms, and thighs show a consistent upward trend, but the surface temperatures of the torso and upper arms remain slightly higher than those of the thighs. This is because the upper-level air temperature in the cabin is consistently higher than the lower-level air temperature, while the air temperature at the feet is lower, and the airflow velocity is lower, resulting in a relatively lower surface temperature for the feet.

[0036] With other supply air constants remaining constant, the airflow organization at each supply air temperature is almost identical, but the average temperature inside the vehicle varies significantly, impacting the thermal comfort of the occupants. For exposed areas such as the head, face, and hands, local thermal comfort decreases as the supply air temperature increases, along with the increase in perceived heat. For areas covered by clothing, while the perceived heat increases across the board, the thermal comfort performance varies across different areas.

[0037] like Figure 7 As shown, under an ambient temperature of 15℃ and a supply air temperature of 26℃, with a supply air velocity of 2.5m / s, the calculated PMV of the human body meets the ISO 7730 national standard after 8 minutes, reaching the range of [-0.5, 0.5], indicating that the human body is in a thermally comfortable state, PPD < 10%, and the maximum error between the experiment and the simulation is within the engineering error range.

[0038] like Figure 8 As shown, when the interior temperature is 26℃ and the relative humidity decreases from 70% to 30%, the passenger compartment interior environment dissatisfaction rate (PPD) decreases by 4.73%, reaching a PPD of 16.919%. When the interior temperature is 30℃ and the relative humidity decreases from 70% to 30%, the passenger compartment interior thermal environment dissatisfaction rate (PPD) decreases by 82.3%. At a constant temperature, increasing the relative humidity of the interior environment can enhance the human body's thermal sensation, making people feel warmer, while decreasing the relative humidity can enhance the human body's cold sensation.

[0039] like Figure 9 As shown, the calculated temperature value is between the upper and lower limits of the equivalent temperature, proving that the calculation result is within the human comfort range and meets the comfort requirement of "cool head and warm feet".

[0040] The above embodiments are merely illustrative of the design principles and uses of the present invention and are not intended to limit the invention. Any person skilled in the art can modify or alter the above embodiments without departing from the spirit and scope of the present invention. Therefore, all equivalent modifications or alterations made by those skilled in the art without departing from the spirit and technical concept disclosed in the present invention should still be covered by the claims of the present invention.

Claims

1. A CFD thermal comfort analysis method based on a PLC200 temperature acquisition system, characterized in that: The CFD thermal comfort analysis method based on the PLC200 temperature acquisition system includes a temperature detection network, a PLC200 automatic control host, a signal transmission network, and a new energy vehicle cabin air conditioning system. The temperature detection network includes the following connectors: first four-pin aviation male connector (1.1), second four-pin aviation male connector (1.2), third four-pin aviation male connector (1.3), fourth four-pin aviation male connector (1.4), fifth four-pin aviation male connector (1.5), sixth four-pin aviation male connector (1.6), seventh four-pin aviation male connector (1.7), eighth four-pin aviation male connector (1.8), ninth four-pin aviation male connector (1.9), fourteenth four-pin aviation male connector (1.10), eleventh four-pin aviation male connector (1.11), twelfth four-pin aviation male connector (1.12), thirteenth four-pin aviation male connector (1.13), fourteenth four-pin aviation male connector (1.14), fifteenth four-pin aviation male connector (1.15), sixteenth four-pin aviation male connector (1.16), seventeenth four-pin aviation male connector (1.17), eighteenth four-pin aviation male connector (1.18), nineteenth four-pin aviation male connector (1.19), and twenty-fourth aviation male connector (1.20). The PLC200 automatic control host includes a first air circuit breaker (2.1), a first rail-mounted switching power supply (2.2), a first PLC200 central processing unit (2.3), a first PLC200 RTD analog input module (2.4), a second PLC200 RTD analog input module (2.5), a third PLC200 RTD analog input module (2.6), a fourth PLC200 RTD analog input module (2.7), and a fifth PLC200 RTD analog input module (2.8); a first automatic control host multi-signal power meter (2.9), a second automatic control host multi-signal power meter (2.10), a first industrial touch screen (2.11), a first fan (2.12), a second fan (2.13), a first rail (2.14), and a second rail (2.15). The signal transmission network includes a first industrial Ethernet communication module (3.1), a first 8-pin RJ45 cable (3.2), a first I / O expansion cable (3.3), and a first small portable gateway (3.4). The first four-pin aviation male connector (1.1), the second four-pin aviation male connector (1.2), the third four-pin aviation male connector (1.3), the fourth four-pin aviation male connector (1.4), the fifth four-pin aviation male connector (1.5), the sixth four-pin aviation male connector (1.6), the seventh four-pin aviation male connector (1.7), the eighth four-pin aviation male connector (1.8), the ninth four-pin aviation male connector (1.9), the fourteenth four-pin aviation male connector (1.10), the eleventh four-pin aviation male connector (1.11), and the twelfth four-pin aviation male connector (1.12) are located on the upper part of the C-face of the PLC200 automatic control host. The thirteenth four-pin aviation male connector... The fourteenth four-hole aviation male connector (1.13), the fifteenth four-hole aviation male connector (1.15), the sixteenth four-hole aviation male connector (1.16), the seventeenth four-hole aviation male connector (1.17), the eighteenth four-hole aviation male connector (1.18), the nineteenth four-hole aviation male connector (1.19), and the twenty-fourth aviation male connector (1.20) are located on the lower part of the C-side of the PLC200 automatic control host, and four five-hole aviation male connector interfaces are reserved for easy expansion. A total of 24 aviation male connectors are arranged in two rows in a cross pattern. The center distance between the horizontal row connectors is 3cm, the center distance between the vertical row connectors is 3cm, and the angle is 60°. The first air circuit breaker (2.1), the first rail switching power supply (2.2), and the first PLC200 central processing unit (2.3) are arranged on the left side of the first rail (2.14) of the automatic control host. The first PLC200 RTD analog input module (2.4), the second PLC200 RTD analog input module (2.5), the third PLC200 RTD analog input module (2.6), the fourth PLC200 RTD analog input module (2.7), and the fifth PLC200 RTD analog input module (2.8) are arranged on the second rail (2.15) of the automatic control host. The rail is 38cm long and 3.5cm wide. The distance between the first rail (2.14) and the second rail (2.15) is 15cm. The modules are kept at a distance of more than 0.5cm to avoid heat accumulation and to allow for airflow. The first automatic control host multi-signal power meter (2.9), the second automatic control host multi-signal power meter (2.10), and the first industrial touch screen (2.11) are arranged on the A side of the automatic control host. The two multi-function power meters are evenly distributed on the upper part, and the industrial touch screen is located on the lower part. The first fan (2.12) and the second fan (2.13) adopt a perforated design, located on the B side of the automatic control host, and exhaust air inward. They also use a circular grille to prevent large particles from entering the cabinet and causing damage. The process of CFD thermal comfort analysis based on the PLC200 temperature acquisition system is as follows: 1) The passenger compartment of the new energy vehicle was drawn using CATIA 3D modeling software and output as a Cabin.stp file; 2) Import the Cabin.stp file into HyperMesh, segment, select, and rename the faces involved in the boundary conditions, and divide the entity into air outlets and return air outlets, dividing it into Door, Cabin, Windows, Seats, Inlet, and Outlet; import the dummy model into HyperMesh, segment the human body into segments, dividing it into Head, Body, Arm, Leg, Hands, and Feet, and assemble the dummy model, adjusting the figure's posture and size to make it fit properly on the seat; 3) Use the Mesh function built into HyperMesh to draw the face mesh of the model and export the Model.bdf file; 4) Import the Model.bdf file into Star-CCM+ to enter the numerical simulation calculation interface. Adjust the equations, materials, boundary conditions, algorithms, and file saving format according to the calculation requirements of the model. After the adjustment is completed, perform the calculation. 5) Set up the calculation report, select and set the observation points and observation surfaces, and output the dry-bulb temperature of the crew cabin, the average radiation temperature of the crew cabin, the temperature of different segments of the human body, the relative humidity of the flow field, and the flow velocity of the observation surface in the flow field. 6) Edit the field function, use the data obtained from the report to calculate the average vote prediction (PMV), predicted percentage of dissatisfaction (PPD), and equivalent temperature (EQT), and analyze the differences in four aspects: the heating effect of the car air conditioning in the passenger compartment, the distribution of the heat-humidity flow field in the cabin, the uniformity of the heat flow field, and the thermal comfort of the human body.

2. The CFD thermal comfort analysis method based on a PLC200 temperature acquisition system according to claim 1, characterized in that: The numerical simulation software used in this method is Star-CCM+.

3. The CFD thermal comfort analysis method based on a PLC200 temperature acquisition system according to claim 1, characterized in that: CATIA and AutoCAD drawing software were selected for drawing the 3D model.

4. The CFD thermal comfort analysis method based on a PLC200 temperature acquisition system according to claim 1, characterized in that: When setting up the human model in the numerical simulation calculation interface, you need to use the Fiala human model layering method.

5. The CFD thermal comfort analysis method based on a PLC200 temperature acquisition system according to claim 1, characterized in that: When selecting a model for numerical simulation, the TCM module in Star-CCM+ is invoked.

6. The CFD thermal comfort analysis method based on a PLC200 temperature acquisition system according to claim 1, characterized in that: A temperature detection network is deployed inside the physical vehicle compartment to record and analyze the changing trends of the flow field.

7. The CFD thermal comfort analysis method based on a PLC200 temperature acquisition system according to claim 1, characterized in that: The actual vehicle cabin was compared with the 3D model to verify the credibility of the output data.

8. The CFD thermal comfort analysis method based on a PLC200 temperature acquisition system according to claim 1, characterized in that: By using the Star-CCM+ animation module, the changing trends of the thermal-humidity flow field inside the cabin can be clearly observed.

9. The CFD thermal comfort analysis method based on a PLC200 temperature acquisition system according to claim 1, characterized in that: The aforementioned four-hole aviation male connector can be used with different types and resistance values ​​of thermistor sensors to meet the requirements of different precision applications.

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